Assembly For A Tire Inflation System

ABSTRACT

An assembly for a tire inflation system includes a ring portion. The ring portion has an outer surface and an inner surface. A first projection and a second projection each extend from the inner surface. A valve assembly is connected to the ring portion and disposed in from the outer surface.

CROSS-REFERENCE TO RELATED APPLICATION

This application is claiming the benefit, under 35 U.S. C. 119(e), of aprovisional patent application which was granted Ser. No. 62/644,845 andfiled on Mar. 19, 2018, and a provisional patent application which wasgranted Ser. No. 62/718,772 and filed on Aug. 14, 2018, the entiredisclosures of which are hereby incorporated by reference.

BACKGROUND

The invention relates to tire inflation systems. More particularly, theinvention relates to an assembly for a tire inflation system.

Tire inflation systems for vehicles provide a vehicle the versatility ofadjusting tire pressures while the vehicle is stationary or in motion.For example, the tire pressure of one or more wheel assemblies in fluidcommunication with a tire inflation system may be decreased to increasetire traction, or increased to reduce rolling resistance and increasethe vehicle's fuel efficiency and tire life-span. In addition, tireinflation systems increase a vehicle's maneuverability over differingterrains and reduce maintenance requirements.

Tire inflation systems often employ a wheel valve assembly tocommunicate pressurized fluid to a wheel assembly, to retain fluid in awheel assembly, and to adjust or maintain the pressure of a wheelassembly. Conventional wheel valves may suffer from poor fluidconnection robustness, and negatively affect wheel balance. In view ofthe above, there remains a need for a wheel valve assembly having morerobust fluid flow and a more secure package.

BRIEF SUMMARY

Embodiments of an assembly for a tire inflation system are describedbelow. In an embodiment, the assembly comprises a ring portion. The ringportion has an outer surface and an inner surface. A first projectionand a second projection each extend from the inner surface. A valveassembly is connected to the ring portion and disposed in from the outersurface.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The above, as well as other advantages of the present invention willbecome readily apparent to those skilled in the art from the followingdetailed description when considered in the light of the accompanyingdrawings in which:

FIG. 1 is a schematic view of an embodiment of a tire inflation system;

FIG. 2 is a rear isometric view of an embodiment of an assembly inaccordance with the invention;

FIG. 3 is a front isometric view of the assembly of FIG. 2;

FIG. 4 is sectional view of the assembly of FIG. 2 coupled with a wheelend assembly of the tire inflation system of FIG. 1;

FIG. 5 is a sectional view of another embodiment of an assembly inaccordance with the invention;

FIG. 6 illustrates a isometric view of another embodiment of an assemblyin accordance with the invention;

FIG. 6A illustrates isometric view of an embodiment of a valve assemblyin accordance with the invention;

FIG. 6B illustrates a sectional view of the valve assembly of FIG. 6A;

FIG. 6C illustrates top view of the valve assembly of FIG. 6A showingcertain hidden lines;

FIG. 6D illustrates sectional view through a portion of the valveassembly of FIG. 6A with certain portions removed for clarity;

FIG. 6E illustrates an exploded view of the valve assembly of FIG. 6A;

FIG. 7 is a isometric view of an embodiment of an assembly in accordancewith the invention;

FIG. 8 is an exploded view of a portion of the assembly of FIG. 7;

FIG. 9 is a isometric view of the assembly of FIG. 7;

FIG. 10 is a partial sectional view of a portion of the assembly of FIG.7;

FIG. 11 is an enlarged sectional view of a portion of FIG. 10;

FIG. 12 is a partial cross-sectional view of a portion of the assemblyof FIG. 7;

FIG. 13 is a isometric view of a portion of the assembly of FIG. 7; and

FIG. 14 is a isometric view of a portion of the assembly of FIG. 7.

DETAILED DESCRIPTION

It is to be understood that the invention may assume various alternativeorientations and step sequences, except where expressly specified to thecontrary. It is also to be understood that the specific assemblies andsystems illustrated in the attached drawings, and described in thefollowing specification are simply exemplary embodiments of theinventive concepts defined herein. Hence, specific dimensions,directions or other physical characteristics relating to the embodimentsdisclosed are not to be considered as limiting, unless expressly statedotherwise. Also, although they may not be, like elements in variousembodiments described herein may be commonly referred to with likereference numerals within this section of the application.

Embodiments of a tire inflation system 10 are described below. Incertain embodiments, the tire inflation system 10 is utilized with avehicle (not depicted). The tire inflation system 10 may be a centraltire inflation system (CTIS) for a commercial vehicle or a passengervehicle. Further, the tire inflation system 10 described herein may haveapplications in both light duty and heavy duty vehicles, and forpassenger, commercial, and off-highway vehicles. It would be understoodby one of ordinary skill in the art that the tire inflation system 10has industrial, locomotive, military, agricultural, and aerospaceapplications.

A schematic depiction of an embodiment of the tire inflation system 10is illustrated in FIG. 1. The tire inflation system 10 is describedherein with reference to a pressurized fluid such as, for example, air.The tire inflation system 10 may have inflate and/or deflate capabilityto allow a tire pressure to be increased and/or decreased.

The tire inflation system 10 may comprise a control unit 14. The controlunit 14 comprises a pressure sensor 16 for measuring the pressure ofair. In an embodiment, the control unit 14 also comprises a plurality ofvalve assemblies 18, 20, 22, 24, which may be of the solenoid variety,and a first control unit conduit 26 for controlling the flow of, anddirecting, air through the system 10.

It will be understood by those familiar in the relevant art that thecontrol unit 14 may comprise a mechatronic control unit (MCU) or apneumatic control unit (PCU), but is not limited thereto.

The control unit 14 also comprises an electronic control portion 28. Theelectronic control portion 28 may receive input signals from thepressure sensor 16, a power supply 30 and one or more additional sensors(not depicted) such as, for example, a load sensor and a speed sensor.The electronic control portion 28 may also receive input signals from anoperator control device 32. The electronic control portion 28 mayinclude a microprocessor 34 operating under the control of a set ofprogramming instructions, which may also be referred to as software. Theelectronic control portion 28 may include a memory (not depicted) inwhich programming instructions are stored. The memory can also storeidentification codes, tire pressure records and/or user inputs over aperiod of time.

The electronic control portion 28 may output signals to the valveassemblies 18, 20, 22, 24 to open or close the valve assemblies 18, 20,22, 24. The electronic control portion 28 may also output signals to adisplay device (not depicted). The display device may be included as apart of the operator control device 32 or may be included in afreestanding device.

The control unit 14 selectively communicates with an air supply 36 viaan air supply circuit 38. The pressure sensor 16 measures the pressureof the air supply 36 via the air supply circuit 38 and the first controlunit conduit 26. The control unit 14 may also comprise a control valveassembly 24. The control valve assembly 24 is provided with an orifice(not depicted) which is smaller than the orifice of the supply valveassembly 22 and is utilized to provide a bleed of air from the airsupply 36 to a fluid control circuit 40. In an embodiment, the supplyvalve assembly 22 and control valve assembly 24 are of the solenoidvariety.

The air supply 36 is utilized to check the tire pressure and, if needed,increase and/or decrease the tire pressure. The air supply 36 comprisesan air compressor 42 attached to the vehicle. In an embodiment, the airsupply 36 also comprises a reservoir 44 such as, for example, a wettank. The compressor 42 is in fluid communication with the reservoir 44via a supply conduit 46. The air compressor 42 supplies pressurized airto the reservoir 44 for storage therein. Pressurized air from the airsupply 36 is provided to the air supply circuit 38 via the reservoir 44.In certain embodiments, a drier 48 is provided for removing water fromthe air supply 36. A filter (not depicted) may also be interposed in theair supply circuit 38 or the supply conduit 46.

The control unit 14 is also selectively in fluid communication with thefluid control circuit 40. The fluid control circuit 40 is utilized toprovide fluid communication between the control unit 14 and one or moretires 50, 52. In an embodiment, fluid communication between the controlunit 14 and fluid control circuit 40 is controlled by opening or closinga channel valve assembly 18.

Each tire 50, 52 is sealingly engaged with a wheel rim. A tire 50, 52and a wheel rim are provided as portions of a wheel assembly. Each tire50, 52 contains air at a certain pressure which will hereinafter bereferred to as tire pressure. In an embodiment, the tire pressure isequal to a target tire pressure. The target tire pressure can beselected to be a desired pressure. After the target tire pressure isselected, it is programmed into the control unit 14. If it is determinedthat the tire pressure is less than the target tire pressure, the tirepressure can be increased. If it is determined that the tire pressure isgreater than the target tire pressure, the tire pressure can bedecreased. The tire inflation system 10 will be described below withreference to the tire pressure of one tire 50. However, the tireinflation system 10 may be in fluid communication with a plurality oftires.

An assembly 200, 400 for the tire inflation system 10 may be associatedwith the tire 50. Referring now to FIG. 2, in an embodiment, theassembly 200 is coupled with a wheel rim 54, which is illustrated inFIG. 4. The assembly 200 may comprise a ring portion 202. The ringportion 202 may include a plurality of apertures 204 extending axiallytherethrough. The assembly 200 may be coupled with the wheel rim 54 viaa plurality of fasteners 406. Preferably, each fastener is disposedthrough an aperture 204. In an embodiment, the apertures 204 are equallyspaced apart about the ring portion 202. The apertures 204 may be spacedso that the apertures are arranged in a circle about the ring portion202. In this embodiment, the circle has a diameter that is less than adiameter of an outer surface 206 of the ring portion 202.

The assembly 200 may also comprise a first projection 208 and a secondprojection 210. In an embodiment, the first projection 208 may extendradially inward from a inner surface 212 of the ring portion 202. Thesecond projection 210 may extend radially inward from the inner surface212. The first projection 208 and the second projection 210 may becircumferentially spaced apart along the inner surface 212. In anembodiment, the second projection 210 is provided across from the firstprojection 208. In this embodiment, the first projection 208 and thesecond projection 210 extend toward each other.

As illustrated in FIGS. 2-4, the ring portion 202 may comprise a fluidconduit 214. In an embodiment, the fluid conduit 214 may be formedwithin the ring portion 202. The fluid conduit 214 may be formed by amachining, etching, another process, or otherwise manufactured in thering portion 202. In another embodiment, the fluid conduit may bedefined by the ring portion 202 and a cover portion 216, which isillustrated in FIG. 5. In this embodiment, the cover portion 216 iscoupled with the ring portion 202. In yet another embodiment (notdepicted), the fluid conduit may comprise a tube or hose fitted into agroove disposed in an inboard surface of the ring portion. Asillustrated best in FIG. 3, the fluid conduit 214 may comprise a firstport 218 disposed in the first projection 208, and a second port 220disposed in the second projection 210. In an embodiment, the first port218 is disposed in an outboard surface of the first projection 208 andthe second port 220 is disposed in an outboard surface of the secondprojection 210.

In some embodiments, the assembly 200, 400 comprises a valve assembly221, 300, 473. In some embodiments, like the one illustrated in FIG. 6,the valve assembly 300 may be formed in a unitary manner. In otherembodiments, like the ones illustrated in FIGS. 2-5, the valve assembly221 may be provided as separate portions 230, 240. As illustrated bestin FIGS. 2 and 5, in an embodiment, first portion 230 is coupled withthe first projection 208. In an embodiment, the first portion 230comprises a valve body 232, which is illustrated best in FIG. 2. Thevalve body 232 defines a first pair of fastener apertures 234. The firstpair of fastener apertures 234 may be located at generally oppositepositions near an outer surface of the valve body 232. One or morefasteners (not depicted) may be disposed through the first pair offastener apertures 234 to couple the first portion 230 with the firstprojection 208. In some embodiments, the first portion 230 may alsocomprise a control port 235, which is illustrated in FIG. 4. The controlport 235 is provided in the valve body 232. Preferably, the control port235 is positioned to be adjacent to the ring portion 202. In theseembodiments, it is preferred that the control port 235 is in fluidcommunication with the first port 218.

Preferably, in the embodiments illustrated in FIGS. 2-5, the secondportion 240 is coupled with the second projection 210. The secondportion 240 may comprise a housing 242. In an embodiment, the housing242 may define an inlet 244 in fluid communication with the air supply36 via a rotary joint 1000. The housing 242 may also define a port 246,which is illustrated in FIG. 4, in fluid communication with the secondport 220 disposed in the second projection 210. The fluid conduit 214facilitates selective fluid communication between the first portion 230and the second portion 240. In addition, the second portion 240 maycomprise a vent to atmosphere 248. Having the vent to atmosphere 248disposed at the wheel end helps to remove undesirable back pressure inthe fluid control circuit 40. Fluid control circuits only having a ventto atmosphere at a control unit may experience a decrease inperformance. For example, back pressure in the fluid control circuit 40may prevent the first portion 230 of the valve assembly 221 from closingwhen such an action is desirable. By removing the back pressure in thefluid control circuit 40 the first portion 230 is able to close a higherpressures.

Additionally, the second portion 240 may be arranged to provide acounter-balance to the first portion 230. As illustrated in FIG. 5, inan embodiment, a chamber 222 may be provided in the ring portion 202adjacent to the second projection 210. One or more weights 224 may beadded to the chamber 222 to facilitate a balancing of the assembly 200.Each weight 224 may comprise a material that is more dense than thematerial used to form the ring portion 202, and each weight 224 may beof any geometry that is complimentary to the chamber 222. In certainembodiments, the chamber 222 may be annular.

In some embodiments, the assembly 200 may comprise a center portion 260.As illustrated in FIG. 3, the center portion 260 may comprise firstradially extending projection 262 and a second radially extendingprojection 264. The first and second projections 262, 264 may bedisposed opposite one another and extend away from each other.Preferably, the first radially extending projection 262 is received in arecess 270 formed in the first projection 208 and the second radiallyextending projection 264 is received in a recess 271 formed in thesecond projection 210. Preferably, each recess 270, 271 has a geometrythat is complimentary to the geometry of the center portion first andsecond radially extending projections 262, 264. Each of the first andsecond radially extending projections 262, 264 may comprise one or morefastener apertures 266. Fasteners 268 disposed through the one or morefastener apertures 266 may couple the center portion 260 to the ringportion 202. More particularly, the fasteners 268 couple the firstradially extending projection 262 to the first projection 208 and thesecond radially extending projection 264 to the second projection 210.When the center portion 260 is coupled with the first projection 208 andthe second projection 210, an outboard surface 272 of the center portion260 may be aligned with the outboard surface of the ring portion 202.

In some embodiments, like the one illustrated in FIG. 6, the valveassembly 300 is formed in a unitary manner and coupled with the centerportion 260. In other embodiments (not depicted), the unitarily formedvalve assembly 300 may be coupled to another portion of the tireinflation system or a wheel assembly.

Referring now to FIGS. 6A-6E, in some embodiments, the fluid controlcircuit 40 is in fluid communication with the valve assembly 300 via acontrol port 302. The control port 302 is formed in a housing 304. Thecontrol port 302 is in fluid communication with a control conduit 306disposed entirely within in the housing 304. The control conduit 306 isin fluid communication with a first chamber 308, which is illustrated inFIG. 6C.

The first chamber 308 is in fluid communication with a first portion 310of the valve assembly 300. The first portion 310 is utilized to directpressurized air to a tire when the tire pressure is being increased ordirect pressurized air from the tire to atmosphere when the tirepressure is being decreased.

The first portion 310 may comprise an exhaust stem 312, a valve 314, anda retaining member 316. The exhaust stem 312 is disposed in andsealingly engaged with the housing 304. The valve 314 is movably anddisposed between the housing 304 and the exhaust stem 312. The retainingmember 316 is coupled to the housing 304 and secures the exhaust stem312 to the housing 304. As illustrated, the exhaust stem 312 is disposedat least partially within the housing 304. The valve 314 may operate ina first state or a second state. In the first state, the valve 314prevents fluid communication between the control port 302 and an outletof the exhaust stem 312. In the second state, the valve 314 permitsfluid communication between a tire port 370 and the outlet of theexhaust stem 312.

FIGS. 6C-6E best illustrate the exhaust stem 312 of the first portion310. The exhaust stem 312 may be unitarily formed by molding a plastic.In other embodiments, the exhaust stem 312 may be formed from anotherrigid material such as a metal using any other process. Alternately, itis understood that the exhaust stem 312 may comprise a plurality ofcomponents which are coupled to one another.

The exhaust stem 312 includes a first end portion 318, a middle portion320, and a second end portion 322. The exhaust stem 312 is a hollow bodydefining a cavity 324. The cavity 324 extends from the first end portion318 to the second end portion 322. The cavity 324 forms a portion of afluid conduit, which terminates at the outlet of the exhaust stem 312.

The first end portion 318 is a hollow cylindrical shaped portion of theexhaust stem 312. An outer surface 326 of the first end portion 318defines a plurality of annular barbs 328 adjacent a first distal end 330of the exhaust stem 312. As shown in FIG. 6C, the first end portion 318comprises three annular barbs 328. Each of the barbs 328 may have atriangular cross-section. However, each of the barbs 328 may have across-section of another shape. An exhaust conduit (not depicted) may bedisposed over the annular barbs 328 to facilitate sealing engagementbetween the exhaust stem 312 and the exhaust conduit. A clamping device(not shown) may be disposed over the exhaust conduit to apply a radiallyinward force against the first end portion.

The middle portion 320 is a hollow ring shaped portion of the exhauststem 312. The middle portion 320 has a diameter greater than a diameterof the first end portion 318. An outer surface 331 of the middle portion320 defines an annular recess 332. As shown best in FIG. 6D, an O-ring334 is disposed within the annular recess 332. When the exhaust stem 312is disposed within the housing 304, the O-ring 334 facilitates sealingengagement between the exhaust stem 312 and the housing 304.

The second end portion 322 is a hollow, substantially conical shapedportion of the exhaust stem 312. An outer surface 336 of the second endportion 322 defines a plurality of turbulence reducing protuberances 338extending from adjacent a second distal end 340 of the exhaust stem 312to the middle portion 320. Preferably, the turbulence reducingprotuberances 338 are equally spaced from each other about the secondend portion 322. However, the plurality of turbulence reducingprotuberances 338 may be spaced in another manner that results in a moreevenly distributed application of a fluid around the second end portion322. The second distal end 340 is a hollow, conical shaped portion ofthe exhaust stem 312 adapted to be sealingly engaged with the valve 314.

Each of the turbulence reducing protuberances 338 may have a trapezoidalcross-section having a height that decreases as each of the turbulencereducing protuberances 338 approaches the second distal end 340.However, each of turbulence reducing protuberances 338 may have across-section of another shape. Further, it is understood that thehousing 304 may include turbulence reducing features (not shown) inaddition to the turbulence reducing protuberances 338 of the second endportion 322 or that solely one of the housing 304 and the second endportion 322 may include the turbulence reducing features and theturbulence reducing protuberances 338, respectively. The second endportion 322 including the turbulence reducing protuberances 338 isdisposed within the housing 304 when the first portion 310 is assembled.

The valve 314 is formed from a resilient material, preferably anelastomeric material. The valve 314 is most clearly shown in FIGS.6C-6E. The valve 314 comprises an inner surface 342 and an outer surface344. When the first portion 310 is assembled, the valve 314 is movablydisposed between the housing 304 and the exhaust stem 312. The valve 314may be moved from the first state to the second state and from thesecond state to the first state.

The inner surface 342 defines a substantially bowl shaped depressionhaving a centrally positioned conical protuberance 346. When the valve314 is placed in the first state, the inner surface 342 is sealinglyengaged with the second distal end 340 of the exhaust stem 312.

The outer surface 344 defines a substantially frustoconical shapedportion of the valve 314 having a centrally positioned cylindricalprotuberance 348. When the valve 314 is in the second state, thecentrally positioned cylindrical protuberance 348 may be at leastpartially disposed within a guide aperture 350. Further, when the valve314 is in the second state, the inner surface 342 is spaced apart fromthe second distal end 340 of the exhaust stem 312.

The housing 304 receives the valve 314 and the exhaust stem 312 when thefirst portion 310 is assembled. As shown in FIG. 6E, the retainingmember 316 is coupled to the housing 304 and secures the exhaust stem312 thereto using a pair of threaded fasteners 352. It should beunderstood that the retaining member 316 may be coupled to the housing304 in any conventional manner. In an embodiment, the housing 304 isformed from a metal. However, the housing 304 may be formed from anyrigid material and may comprise additional features.

The first portion 310 is in fluid communication with a second portion354 of the valve assembly 300 via a fluid conduit 356. The fluid conduit356 is disposed entirely within in the housing 304. The second portion354 prevents fluid communication between a tire port 370 and the firstportion 310 or permits fluid communication between the tire port 370 andthe first portion 310.

The second portion 354 is disposed in the housing 304 between a baseportion 358 and a cover portion 360. The base portion 358 and the coverportion 360 may be coupled via fasteners 362 disposed through a firstset of fastener apertures 364 in the cover portion 360 and the baseportion 358. Additional fasteners (not depicted) may also be disposedthrough a second set of fastener apertures 366 for coupling the assembly300 with the wheel assembly.

Preferably, the base portion 358 is formed of a rigid material. Incertain embodiments, the base portion 358 may be formed by machining ametal. Processes utilized to form the base portion 358 may createopenings in the base portion 358 that may need to be sealed in order forthe assembly 300 to function as intended. To seal the openings, aplurality of plugs 367 may be attached to the based portion 358. Eachplug 367 may be attached to the base portion 358 via a threadedconnection or another method.

The tire port 370 is formed in an outer surface 368 of the base portion358. The tire port 370 is in fluid communication with the tire and asecond chamber 372 at least partially defined by the base portion 358. Adiaphragm 374 is disposed in a third chamber 376 and between the baseportion 358 and the cover portion 360. The diaphragm 374 is disposedproximate an orifice 378. Preferably, the base portion 358 and thediaphragm 374 define the second chamber 372. The second chamber 372 isin fluid communication with the orifice 378. The orifice 378 may beseparated from the diaphragm 374 by a valve port 380. The second chamber372 and the third chamber 376 are in selective fluid communication viathe orifice 378, the valve port 380, and the diaphragm 374. The tireport 370 is in selective fluid communication with the fluid conduit 356via the second chamber 372, the orifice 378, the valve port 380, thediaphragm 374, and the third chamber 376.

Preferably, the cover portion 360 is formed of a rigid material. Incertain embodiments, the cover portion 360 may be metallic. The coverportion 360 at least partially houses a biasing member 382 and a backingplate 384. In a static state, the biasing member 382 engages a surfaceof the cover portion 360 and a surface of the backing plate 384. Thebacking plate 384 engages the diaphragm 374 and, via a force applied bythe biasing member 382, urges the diaphragm 374 into sealing contactwith a protuberance 386. The protuberance 386 may be provided as aportion of the base portion 358. The diaphragm 374 thereby seals thevalve port 380, which prevents fluid communication between the tire port370 and the third chamber 376.

During inflation, deflation, or pressure checks of the tire, pressurizedfluid from the air supply 36 enters the third chamber 376 via the fluidconduit 356. The increased pressure in the third chamber 376 exerts aforce on the diaphragm 374 in a direction which is opposite the forceapplied by the biasing member 382 to the diaphragm 374. Thereby, thebiasing member 382 is at least partially compressed. Once the diaphragm374 is urged away from the protuberance 386 it is in an open position.Once the diaphragm 374 is in the open position, tire pressure in thesecond chamber 372 maintains the diaphragm 374 and the protuberance 386in a spaced apart relationship, which facilitates fluid communicationbetween the tire port 370 and the fluid conduit 356. The tire port 370may be in direct fluid communication with the tire or may be in fluidcommunication with the tire via a tube or hose (not depicted).

During a tire deflation, the valve 314 is in the second state andpressurized air from the tire enters the first portion 310 via thesecond portion 354. The pressurized air urges the valve 314 from thefirst state to the second state by lifting the valve 314 off of and awayfrom the second distal end 340 of the exhaust stem 312. Thus, in thesecond state, the valve 314 is not in contact with the second distal end340 of the exhaust stem 312. When the valve 314 lifts off of the exhauststem 312 it forms a seal against an inner wall 388 of the first portion310 which allows the pressurized air from the tire to be directed toatmosphere 390 via the exhaust stem 312. As the tire pressure is beingdecreased, a flow of pressurized air is from the air supply 36 isdirected to the outer surface 344 of the valve 314 via the controlconduit 306. The flow of pressurized air from the air supply 36 allowsthe valve 314 to provide a predetermined amount of back pressure in thefluid conduit 356 for maintaining the diaphragm 374 in the openposition.

During a tire inflation, the valve 314 is in the first state. In thefirst state, pressurized air from the control conduit 306 acts on theouter surface 344 of the valve 314, which prevents the valve 314 fromlifting off of the second distal end 340 of the exhaust stem 312. Thepressurized air moves between the outer surface 344 of the valve 314 andthe inner wall 388 and is directed to the second portion 354 via thefluid conduit 356.

The fluid conduit 356 is in fluid communication with the first portion310 on an end and the second portion 354 on an opposite end. Moreparticularly, the fluid conduit 356 is in fluid communication with thirdchamber 376 of the second portion 354. Pressurized air is directedthrough the fluid conduit 356 to the third chamber 376 when the tirepressure is being increased. When the tire pressure is being decreased,pressurized air is directed to the fluid conduit 356 from the tire viathe third chamber 376. When pressurized air is directed through thefluid conduit 356 to the third chamber. 376 it applies a force to thediaphragm 374. The force provided by the pressurized air is utilized tocounteract the force applied to the diaphragm 374 by the biasing member382, which is illustrated best in FIG. 6B. When the force applied by thepressurized air is greater than the force applied provided by thebiasing member 382, the diaphragm 374 is moved away from the orifice378. Pressurized air is directed to and from the tire through theorifice 378. For example, when the tire pressure is being increased,pressurized air in the third chamber 376 is directed to the tire via thevalve port 380, orifice 378, second chamber 372, and the tire port 370.

Referring now to FIGS. 7-9, in some embodiments, the assembly 200, 400may be coupled with a wheel rim 54, which is illustrated in FIG. 7. Inother embodiments, like the one illustrated in FIG. 8, the ring portioncomprises a first ring 402. The first ring 402 may comprise a pluralityof fastener apertures 404 disposed axially therethrough. In anembodiment, the fastener apertures 404 may be equally spaced apart aboutthe first ring 402. A plurality of fasteners 406 may be disposed throughthe fastener apertures 404 to couple the first ring 402 with the wheelrim 54. The first ring 402 comprises an inner surface 408 and an outersurface 410. The inner surface 408 comprises a diameter less than thediameter of the outer surface 410. The first ring 402 also comprises aninboard surface 412 and an outboard surface 414.

In an embodiment, the first ring 402 may also comprise one or moreprojections 416. As illustrated in FIGS. 7-9, in an embodiment, thefirst ring 402 may comprise four projections 416. Preferably, eachprojection 416 extends away from the inner surface 408. In anembodiment, each projection 416 may comprise an inner surface 418. Theinner surface 418 may be of a generally arcuate shape. Each projection416 may comprise a first section 420 and a second section 422. The firstsection 420 and the second section 422 may define a recess 424. Therecess may form a portion of the inner surface 418 of each projection416.

As illustrated in FIG. 9, each projection 416 may also comprise a secondsurface 426 and a third surface 428. The second surface 426 of twooppositely disposed tabs 416 may generally lie along the same line A-A.The third surface 428 of two oppositely disposed tabs 416 may besimilarly disposed in a shared plane. Additionally, an outboard surface430 of each projection 416 may comprise a recess 432, which isillustrated best in FIG. 8. The recess 432 may extend in an axialdirection and be of a depth which is less than the thickness of thecorresponding projection 416. One or more fastener apertures 434 may bedisposed through each of the first section 420 and the second section422, and extend through the recess 432.

As illustrated in FIGS. 7-9, the ring portion may comprise a second ring436. The second ring 436 may comprise an outer surface 438 having adiameter less than the inner surface 408 of the first ring 402. Thesecond ring 436 may comprise a plurality of fastener apertures 440,which are labelled in FIG. 14, extending axially therethrough. Theplurality of fastener apertures 440 may be disposed about the secondring 436 at positions that axially align with corresponding fastenerapertures 434 of the first ring projections 416. The second ring 436 maybe received in the recesses 432 of the first ring projections 416 andcoupled with the projections 416 via fasteners 442 disposed throughfastener apertures 434, 440. When coupled with the projections 416, anoutboard surface 443 of the second ring 436 may be aligned with thefirst ring outboard surface 414.

With continued reference to FIGS. 7-9, the ring portion may comprise athird ring 444. The third ring 444 may comprise an outer surface 446having a diameter less than the outer surface 438 of the second ring436. In an embodiment, the third ring 444 may comprise a plurality ofprotuberances 448 extending out from the outer surface 446 thereof.Preferably, each protuberance 448 is disposed in a recess 424 defined bythe first section 420 and the second section 422. The protuberances 448and the recesses 424 facilitate positioning the third ring 444 relativeto the first ring 402. A first set of fastener apertures 450 may bedisposed through the third ring 444. The first set of fastener apertures450 may be at least partially disposed through the protuberances 448. Asecond set of fastener apertures 452 may also be disposed through thethird ring 444. Each fastener aperture 452 of the second set of fastenerapertures may disposed radially in from a corresponding fasteneraperture 450 of the first set of fastener apertures. The second ring 436may comprise fastener apertures 466 that are aligned with the apertures450, 452 of the first and second sets of fastener apertures of the thirdring 444. Fasteners 442, 464 disposed through the fastener apertures440, 450, 452, 466 couple the third ring 444 with the second ring 436.

As illustrated best in FIG. 13, the assembly 400 may comprise a fluidconduit 454. In an embodiment, the fluid conduit 454 may be partiallydefined by an annular groove disposed in the outboard surface 455 of thethird ring 444. The fluid conduit 454 may be of a circular shape. Inthis embodiment, the annular groove is of a circular shape. In someembodiments, the fluid conduit 454 is disposed radially between thefirst and second sets of fastener apertures 450, 452 in the third ring444. As illustrated in FIG. 14, the second ring 436 may compriseconcentric grooves 456, 458 in an inboard surface 459 thereof. First andsecond seals (not depicted) may be disposed in the grooves 456, 458,respectively. When the third ring 444 is coupled with the inboardsurface 459 of the second ring 436, the seals seal against the outboardsurface 455 of the third ring 444 and seal the fluid conduit 454. In anembodiment, the fluid conduit 454 may be defined by the annular groovein the third ring 444, the second ring 436, and the seals in the secondring grooves 456, 458. In an embodiment, the seals are O-ring seals.

Referring back to FIG. 13, the third ring 444 may comprise a first port468 and a second port 470. Each port 468, 470 is disposed through theinboard surface of the third ring 444 and communicates with the fluidconduit 454. Referring now to FIGS. 9 and 11, a first portion 472 of thevalve assembly 473 may be coupled with the third ring 444. The firstportion 472 may comprise a valve body 474 having a base portion 476 anda cover portion 478. The base portion 476 and the cover portion 478 maybe coupled via fasteners (not depicted) disposed through a first set offastener apertures 480 in the cover portion 478 and the base portion476. Additional fasteners (not depicted) may also be disposed throughthe second set of fastener apertures 482 for coupling the first portion472 of the valve assembly 473 with the third ring 444.

The base portion 476 comprises an outboard surface 484 coupled with theinboard surface 485 of the third ring 444. The outboard surface 484comprises an inlet 486. The inlet 486 is in fluid communication with thefirst port 468 of the fluid conduit 454. A diaphragm 488 is disposedbetween the base portion 476 and the cover portion 478. The base portion476 and the diaphragm 488 define a first chamber 490. The base portion476 also comprises a protuberance 492 extending into the first chamber490. The protuberance 492 may be generally cylindrical. In anembodiment, the protuberance 492 is formed in a unitary manner with theremaining portions of the base portion 476. In other embodiments, theprotuberance may be formed as separate portions. In one such embodiment,a first portion of the protuberance 492 may be formed in a unitarymanner with the remaining portions of the base portion 476 and a secondportion of protuberance 492 may be secured to the first portion via athreaded connection or in another manner. The protuberance 492 defines aport 494 disposed generally coaxially therewith. The port 494 is inselective fluid communication with the inlet 468 via the first chamber490 and the diaphragm 488.

As best illustrated in FIG. 11, the cover portion 478 at least partiallyhouses a biasing member 496 and a backing plate 498. In a rest state,the biasing member 496 engages a surface of the cover portion 478 and asurface of the backing plate 498. The backing plate 498 engages thediaphragm 488 and, via the biasing member 496, urges the diaphragm 488into sealing contact with a portion of the protuberance 492. Thediaphragm 488 thereby seals the port 494.

The base portion 476 may also comprise a radial extension 500. Theextension 500 comprises an outlet 502. The outlet 502 is in fluidcommunication with the port 494 via a fluid channel 504. The fluidchannel 504 is disposed through the extension 500. The outlet 502 is inselective fluid communication with the inlet 486 via the diaphragm 488.During inflation, deflation, or pressure checks of the tire 50,pressurized fluid enters the first chamber 490 via the inlet 486. Theincreased pressure in the first chamber 490 exerts a force on thediaphragm 488 and thereby at least partially compresses the biasingmember 496. The increased pressure in the first chamber 490 urges thediaphragm 488 away from the protuberance 492 and facilitates fluidcommunication between the inlet 486 and the outlet 502. The outlet 502is in fluid communication with the tire 50 via a tube or hose (notdepicted).

Referring now to FIGS. 9 and 12, in an embodiment, the second portion510 of the valve assembly 473 is coupled with the third ring 444. Inthis embodiment, the second portion 510 comprises an inlet 512. Theinlet 512 is in fluid communication with the air supply 36 via the fluidcontrol circuit 40. Preferably, the inlet 512 is in fluid communicationwith the fluid control circuit 40 via a tube or hose (not depicted). Thetube or hose may be in fluid communication with a wheel end rotary joint1000. The second portion 510 may also comprise a conduit 514 in fluidcommunication with the third ring second port 470. The conduit 514 is inselective fluid communication with the inlet 512 via a valve 516. Thevalve 516 is moveable and operates in a first state and a second state.The valve 514 may be configured as described above for the valve 314illustrated best in FIGS. 6C-6E. The second portion 510 may furthercomprise an exhaust stem 518 in fluid communication with the atmosphere.The exhaust stem 518 may be configured as described above for theexhaust stem 312 illustrated best in FIGS. 6A-6E.

The exhaust stem 518 is in selective fluid communication with the fluidconduit 514 via the valve 516. The exhaust stem 518 provides a vent toatmosphere that can be utilized to control back pressure. Having a ventto atmosphere disposed at the wheel end of the fluid control circuit 40is beneficial in quickly removing undesirable back pressure in the fluidcontrol circuit 40. Fluid control circuits only having a vent toatmosphere at a control unit may experience undesirable back pressurewhich may shorten the life-span of tire inflation system components.Back pressure in the fluid control circuit 40 may also prevent the valve516 from closing when desired. By removing the back pressure in thefluid control circuit 40, the valve 516 is capable of closing at highertire pressures.

With reference to FIGS. 1 and 7-13, during inflation, deflation, orpressure checks of the tire 50, pressurized air from the air supply 36is communicated through the rotary joint 1000 to the valve assemblyinlet 512. The increased pressure in the valve assembly inlet 512 actson the valve 516 so that it seals against the exhaust stem 518. When thevalve 516 is sealed against the exhaust stem 518 it is in the firststate. The pressurized air is then communicated to the port 514 and intothe fluid conduit 454. The pressurized air is communicated through thefluid conduit 454 to the first portion inlet 486. The increased pressurein the first chamber 490 exerts a force on the diaphragm 488, which isopposite the force applied by the biasing member 496 to the diaphragm488. Thereby, the biasing member 496 is at least partially compressed.Once the diaphragm 488 is urged away from the port 494 it is in an openposition, which allows pressurized air to be communicated through theport 494 and the fluid channel 504 to the first portion outlet 502. Thepressurized air in the fluid channel 504 maintains the diaphragm 488 andthe port 494 in a spaced apart relationship during inflation. From thefirst portion outlet 502, the pressurized air is communicated to thetire 50. Communication from the first portion outlet 502 to the tire 50may be through a tube or hose.

During a tire deflation, pressurized air from the tire 50 enters thevalve assembly 473 via the first portion 472. The pressurized air urgesthe valve 516 from the first state to the second state by lifting thevalve 516 off of and away from the exhaust stem 518. In the secondstate, the valve 516 is not in contact with the exhaust stem 518. Whenthe valve 516 lifts off of the exhaust stem 518 it forms a seal againstan inner wall of the valve assembly 473 which allows the pressurized airfrom the tire 50 to be directed to the atmosphere via the exhaust stem518. As the tire pressure is being decreased, a flow of pressurized airis from the air supply 36 is directed to the outer surface of the valve516 via the inlet 512. The flow of pressurized air from the air supply36 allows the valve 516 to provide a predetermined amount of backpressure in the fluid conduit 454 for maintaining the diaphragm 488 inthe open position.

During a tire inflation, the valve 516 is in the first state. In thefirst state, pressurized air from the inlet 512 acts on the outersurface of the valve 516, which allows the valve 516 to seal against theexhaust stem 518. The pressurized air moves between the outer surface ofthe valve 516 and the inner wall and is directed to the first portion472 via the fluid conduit 454. Pressurized air is directed through thefluid conduit 454 to the first chamber 490 when the tire pressure isbeing increased. When the tire pressure is being decreased, pressurizedair is directed to the fluid conduit 454 from the tire 50 via the firstchamber 490. When pressurized air is directed through the fluid conduit454 to the first chamber 490 it applies a force to the diaphragm 488.The force provided by the pressurized air is utilized to counteract theforce applied to the diaphragm 488 by the biasing member 496. When theforce applied by the pressurized air is greater than the force appliedprovided by the biasing member 496, the diaphragm 488 is moved away fromthe port 494. Pressurized air is directed to and from the tire 50through the port 494. For example, when the tire pressure is beingincreased, pressurized air in the first chamber 490 is directed to thetire 50 via the port 494, outlet 502, and fluid channel 504.

The terms “inboard” and “outboard” are utilized herein to describe therelative disposition of the features of the assembly 200, 400. It iswithin the consideration of the present disclosure that the position ofthe assembly for a tire inflation system 200, 400, or any featuresthereof may be, oriented such that features described as “inboard” or“outboard” may be reversed.

One or more embodiments described supra may be combined to createadditional embodiments which are not depicted. While various embodimentshave been described above, it should be understood that they have beenpresented by way of example, and not limitation. It will be apparent topersons skilled in the relevant arts that the disclosed subject mattermay be embodied in other specific forms without departing from thespirit or essential characteristics thereof. The embodiments describedabove are therefore to be considered in all respects as illustrative,not restrictive.

1. An assembly for a tire inflation system, comprising: a ring portionhaving an outer surface and an inner surface, wherein a first projectionand a second projection each extend from the inner surface; and a valveassembly connected to the ring portion and disposed in from the outersurface.
 2. The assembly of claim 1, wherein first projection and thesecond projection are circumferentially spaced apart along the innersurface.
 3. The assembly of claim 1, wherein the valve assemblycomprises a first portion and a second portion, the first portioncoupled with the first projection and the second portion coupled withthe second projection.
 4. The assembly of claim 1, further comprising acenter portion attached to the first projection and the secondprojection.
 5. The assembly of claim 1, wherein the ring portioncomprises a first ring that defines the outer surface, a second ringthat is coupled to the first projection and a second projection, and athird ring that is coupled to the second ring, wherein the valveassembly is coupled to the third ring.
 6. The assembly of claim 1,wherein the ring portion is coupled to a wheel rim.
 7. The assembly ofclaim 1, wherein the valve assembly is disposed within a space at leastpartially defined by a wheel rim and the ring portion.
 8. The assemblyof claim 2, wherein first projection and the second projection extendtoward each other.
 9. The assembly of claim 3, wherein the first portionand the second portion are in fluid communication.
 10. The assembly ofclaim 4, wherein the valve assembly is coupled to the center portion.11. The assembly of claim 4, wherein the center portion has a firstradially extending projection and a second radially extendingprojection, the first radially extending projection being received in arecess formed in the first projection and the second radially extendingprojection being received in a recess formed in the second projection.12. The assembly of claim 6, wherein the valve assembly comprises: i. ahousing having a control port and a tire port; ii. a first portion atleast partially disposed within the housing and in fluid communicationwith the control port, the first portion comprising a valve, wherein thevalve prevents fluid communication between the control port and anoutlet in a first state and permits fluid communication between the tireport and the outlet in a second state, and iii. a second portiondisposed in the housing and proximate an orifice, the orifice being influid communication with the tire port, wherein the second portionprevents fluid communication between the tire port and the first portionor permits fluid communication between the tire port and the firstportion.
 13. The assembly of claim 9, wherein the first portion and thesecond portion are in fluid communication via a fluid conduit formedwithin the ring portion.